Internal combustion engine



June 18, 1940. R. M. NARDONE 2,205,047

INTERNAL COMBUSTION ENGINE Filed June 24, 1938 2 Sheets-Sheet 1 June 18, 1940. R. M. NARDONE INTERNAL COMBUSTION ENGINE Filed June 24, 1938 2 Sheets-Sheet 2 8 7 Mm m w w W w 3 l v w K r .,O .W I 1, a w g? M W. Y w. Mfr I n SEE mw% Hui}. In Q, I V a J 7 m E Q 46% m 2 3 .I, A70 5 2 L @r v o 7 film mmw INTAKE MANIFOLD Patented June 18,. 1940 UNITED STATES PATENT OFFICE INTERNAL COMBUSTION ENGINE Application June 24, 1938, Serial No. 215,669

7 Claims.

This invention relates to hydraulic systems, and particularly to the operation of hydraulic mechanism for use in controlling combustion in an internal combustion engine.

An object of the invention is to provide a novel, common speed responsive control of the hydraulic supply means for operating the combustion controlling devices.

A second object is to provide novel, common heat responsive means for regulating the supply of operating fluid to the separate (but co-acting and complementary) combustion controlling dev1ces.

As shown, the combustion controlling devices are two in number-one for actuating the engine throttle, the other for changing the time of ignition in relation to piston position-but it is to be understood that additional hydraulically actuated combustion controls may be provided as substitutes for, or supplements to those illustrated and described.

Other objects are to provide novel hydraulically actuated combustion controlling devices, novel flow directing means associated therewith, and novel means utilizing, as the motive fluid, the same oil supply as that which lubricates the engine driven shaft constituting the common drive means for the engine fuel pump and magneto.

Further objects will become apparent from inspection of the following specification when read with reference to the accompanying drawings wherein is illustrated the preferred embodiment of the invention. It is to be expressly understood, however, that the drawings are for the purpose of illustration only, and are not designed as a definition of the limits of the invention, reference being had to the appended claims for this purpose.

In the drawings:

Fig. 1 is a transverse sectional view of an engine crank-case, with the present invention shown in the relation thereto which it occupies in the preferred embodiment; I

Fig. 2 is a transverse sectional view of thethermostatic, or heat responsive device for regulating the supply of operating fluid to the combustion controlling devices;

Fig. 3 is a longitudinal sectional view along the line 33 of Fig. 2;

Fig. '4 is a view, partly in elevation and partly in longitudinal section, of the throttle actuating unit;

Fig. 5 is a view in longitudinal section of the preferred form of fuel pump; and

Fig. 6 is a view in longitudinal section of the preferred form of spark advancing and retarding unit for the magneto shown in Fig. 1.

Referring first to Fig. 1, reference characters II and I2 designate a pair of spur gears adapted to be rotated by spur pinion I3 secured to or integral with a driving shaft I4 which may be a part of the engine crankshaft or a member driven by the engine crankshaft. As shown the spur gears II and I2 are located in the end portion I5 of the supporting frame I6 of the engine, and are formed as integral parts of valve actuating shafts 3 and 9 respectively the latter being disposed in parallelism with wall I6 of the oil receiving chamber of the engine, said chamber being located directly below the cylinders of the engine, the latter being not shown. Intermediate its ends shaft 8 has an eccentric portion 29 enageable with a reciprocable follower element 3| adapted to actuate the pumping elements of the fuel pump 28 shown in detail in Fig. 5, and at its opposite end the shaft 8 is provided with a spiral 7 gear 32 adapted to actuate a correspondingly formed spiral gear 33 for rotation of the rotor element of the magneto 34. Shaft 9 is shown coupled by suitable means 36 to drive the rotor element of an oil pump 22 which provides the pressure for circulation of oil for lubrication of the rotating engine parts as well as for the actuation of the combustion controlling devices hereinafter described in further detail. As shown the oil delivered by the pump 22 enters the hollow interior 31 of the shaft 9 by way of the intervening supply tube 38, and from the space 31 lubricating oil is fed laterally by way of conduit 39 into the hollow interior 4| of the shaft 8 and along said shaft as far as the end portion 42 thereof, and serves to lubricate all intervening surfaces requiring lubrication. Likewise oil is fed along the interior of shaft 9 for lubricating purposes and also for actuation of the combustion controlling devices by the supply of actuating oil under pressure thereto, the rate of supply and the time of supply to said devices beingunder the control of a reciprocable valve element 43, the movement of which is controlled by the actuating fingers 44 of centrifugal weights 26 constituting, in conjunction with the opposing spring 46 and the fixed and movable collars 41 and 48 respectively, the major elements of the speed responsive device controlling the flow of actuating fluid from the source 31 to the combustion controlling devices by way of the conduit 30 which passes from the valve chamber 49 to the supply chamber 21, shown in Fig. 2, of the thermostatic unit 35, now to be described in detail.

As shown in Figs. 2 and 3 the thermostatic unit includes a cylindrical valve element 26 adapted to be moved longitudinally by a rod (not shown) extending through and engaging the base of the bellows element 5|, and operating in opposition to a compression spring 52 located at the opposite end of the valve, the bellows element 5| being adapted to seal the cup 24 against leakage of the mercury or equivalent fluid contained therein, which fluid expands to a material degree in response to rises in temperature. As shown the cup 24 is suspended in a chamber 53 in such manner that substantially the entire surface of the cup is exposed to contact with the oil delivered thereto by way of the supply chamber 21 above referred to, the connecting passages between the supply chamber 21 and the chamber 53 being indicated at 23 and 2311.. Since this oil is supplied, under the control of the valve 43, from a source 31 within one of the major elements of the engine it follows that changes in the temperature of the oil will be in direct proportion to changes in the temperature of the metallic elements such as the shaft 9 of the engine, and that accordingly movement of the valve 26 will be such as to reflect accurately the change in thermal conditions within the engine. However, with the valve 26 in the position shown the oil circulating around chamber 53 will find an outlet independent of the combustion controlling devices 50 and 54, said independent outlet being by way of passages 2i, I9 and I8, the passages I9 and I8 being in communication one with the other by way of the peripheral port I! of the valve 26. From passage I8 the oil returns to the oil receiving chamber I6 of the engine by way of the return passage I80. which registers therewith as indicated in Fig. 1. When however, the engine has warmed up sufliciently so that the corresponding rise in temperature of the oil surrounding the cup 24 causes a sufficient amount of expansion of the mercury, the resulting upward movement of the valve 28 closes off communication between the passages I9 and I8 and the oil is then forced to flow out by way of the outlet 40 which leads to the two combustion controlling devices 50 and 54 by way of the connecting conduits 58 and 59 respectively indicated in Fig. 1. That portion of the oil flowing through conduit 58 will enter the unit 50 at the top of the cylindrical portion thereof and will act upon the piston or plunger element 6I (Fig. 4) to produce a downward movement thereof against the opposition of the compression spring 63, the lower end of which has abutment upon the transverse wall 64 which (together with sealing bellows 62) separates the oil receiving portion of the control unit 50 from the lower chamber 55 into which extends the throttle actuating arm 65 by which the throttle 61 is shifted to a degree corresponding to the amount of movement of the piston 6 I thus regulating the amount of combustible mixture supplied to the intake manifold, the fuel supply to the carburetor 98 being by way of the supply conduit 69 leading from the fuel pump 28 heretofore referred to.

That portion of the oil which flows through conduit 59 will enter the combustion controlling unit 54 at the base thereof as indicated at II in Fig. 6 and will act upon the lower side of the piston I0 to cause upward movement thereof against the opposition of the compression spring I8, thereby producing a corresponding movement of the piston rod 12 and the rocker arm 13 operatively connected thereto as indicated at I4, the

said rocker arm having a fulcrum in a form of bracket 16 extending out from the upper surface of the cover plate I! of the unit 54. At its outer end rocker arm I3 receives a link I8 as indicated at Fig. 1 and by reason of said link and its connection with the outer end of the spark adjusting arm 80, controls the time of occurrence of the igniting spark in the successive cylinders of the engine, in proper relation to the positions of the pistons therein, and functions to advance the time of such igniting spark as soon as the starting of the engine creates the proper speed, temperature and pressure relationships which are reflected in the operation of the elements 26, 5| and I0 respectively. The piston I0 is thereupon raised promptly to its upper limit, and hence further shift in the position of the spark controlling arm 80 is preventedas long as the engine continues to run. When the engine stops the oil is returned to the chamber I6 by way of port II and conduit 59 as indicated in Fig. 1- the pressure in said conduit 59, during normal running of the engine, being sufficient to prevent dropping back of the piston I0 prior to stopping of the engine, and the resultant pressure drop.

In the carbureter, as shown in Fig. 4, there is incorporated an automatic pressure responsive air flow control for auxiliary air intake 8|, so that said intake 8| may function to increase the air-to-fuel ratio, in manifold 82, when the engine has warmed sufficiently, thus supplementing the action of throttle 61 and its actuating means. As shown, this flow control is in the nature of a port 83 adapted to be closed by a spring 86 which acts upon the underside of piston valve 81 to move the latter into abutting relation to ported plug 88, thus cutting off communication between port 83 and intake 8|. Since flow through intake 8| is thus initially prevented, the only initial path for air flow is by way of the main passage 89, containing throttle 61; thereafter the air-to-fuel ratio in passage 89 (hence in manifold 82) is increased by an amount corresponding to the amount of air that can pass through port 83 to intake 8|. This increase in air-to-fuel ratio tends to thin out the mixture automatically after starting, that is, when manifold pressure is reduced sufficiently so that spring 86 is no longer able to prevent an opening of the valve 81 by the atmospheric pressure acting thereon,

In fuel pump 28 (Fig. 5) the delivery stroke is produced by a spring (IOI) acting on one side of a diaphragm (I02) to expel liquid fuel from the pump chamber I03. Cam-operated linkage (3|, I05, I06, I01) moves the diaphragm against the action of the spring I M to energize said spring and produce a suction stroke by which additional liquid fuel is brought into the chamber I03, by way of inlet passages I08 and I09, perforated valve III (having the usual pressure responsive cover adapted to open against spring I28) and port H2. The liquid expelled past a similarly constructed perforated outlet valve H3 and a second ported member II4 enters outlet chamber II 6 with which novel elements, now to be described, are associated.

To impart initial head to the liquid fuel supply, chamber IIG is provided with a priming plunger I" having a flange H8 at its base to receive a bellows element H9, and a neck portion I2I to receive a manually operable knob or head I22. A pin I23 extends through the neck I2I to receive a rod I24 whose lower end is engageable with the upper extremity of the diaphragm assembly to cause downward movement of the said assembly. Spring 126 abuts a fixed plate I21 at one end, and bears upon plunger H1 at its upper end to return the plunger to the position shown after each priming stroke. If the priming action should proceed long enough to create more pressure than is desired, such excess pressure will prevent further lifting of valve Ill, and therefore intake of fuel through passage IOB will cease, until such time as the pressure is relieved by way of carbureter supply line 69, due to the starting of the engine. Bellows H9 serves to seal the unit against the possibility of escape of fluid by any path other than the normal outlet 69.

In installations recently made under .applicants supervision it has been found that the unit 54 will function substantially as desired by connecting supply line 59 directly with the interior of shaft 8 or shaft 9, so that oil under pressure will be supplied to unit 54 independently of the valve element 43 and unit 35; nevertheless the combining of the feeds 58 and 59 in the manner indicated is desirable as a means of coordinating and centralizing the control, particularly in the event of use on power plants where access to the shaft interiors is not available to the same degree as indicated in the present embodiment. However, with either of the two indicated methods of connection for feed 59, the result is the same: a movement of spark advancing lever 80 to full advance position promptly upon attainment of normal running conditions. As a means of relieving any possible excessively high pressure after the piston 10 has moved upwardly to the full advance position of lever 80, a bypass 93 connecting with a return oil line 94, may be provided as shown in Fig. 6 and Fig. 1.

What is claimed is:

1. In a hydraulic system for actuation of a plurality of combustion controlling devices, including a combustible mixture intake throttle and an electrical contact shifter for establishing the time of ignition of the combustible mixture in relation to the positions of the parts to be actuated by the combustion of said combustible mixture, the combination with said throttle and contact shifter of means including a pair of pistons for actuation thereof, a corresponding pair of cylinders housing said pistons, and speed responsive means for influencing the flowof fluid into said cylinders to actuate said pistons.

2. In a hydraulic system for actuation of a plurality of combustion controlling devices, including a combustible mixture intake throttle and an electrical contact shifter for establishing the time of ignition of the combustible mixture in relation to the positions of the parts to be actuated by the combustion of said combustible mixture, the combination with said throttle and contact shifter of means including a pair of pistons for actuation thereof, a corresponding pair of cylinders housing said pistons, and heat responsive means for influencing the flow of fluid into said cylinders to actuate said pistons.

3. In a hydraulic system for actuation of an engine controlling device, such as a combustible mixture intake throttle, the combination with Said throttle of means including a piston for actuation thereof, a cylinder housing said piston, and heat responsive means for influencing the flow of fluid into said cylinder.

4. In a hydraulic system for actuation of an engine controlling device, such as a combustible mixture intake throttle, the combination with said throttle of means including a piston for actuation thereof, a cylinder housing said piston. and separate speed responsive and heat responsive means connected to cooperate in influencing the flow of fluid into said cylinder.

5. In a hydraulic system for actuation of a plurality of combustion controlling devices, including a combustible mixture intake throttle and an electrical contact shifter for establishing the time of ignition of the combustible mixture in relation to the positions of the parts to be actuated by the combustion of said combustible mixture, the combination with said throttle and contact shifter, of means for actuating said throttle and contact shifter, said means including pistons mechanically linked to said throttle and contact shifter, cylinders housing said pistons, and means connecting said cylinders with a source of fluid supply. 7

6. In a hydraulic system for actuation of an engine controlling device, such as a combustible mixture intake throttle, the combination with said throttle of means including a piston for actuation thereof, a cylinder housing said piston, heat responsive means for influencing the flow of fluid into said cylinder, said heat responsive means including an element whose deflection governs the flow of fluid from a crankshaft driven element of the engine to said cylinder, and means for causing said deflection to occur in response to temperature changes in the engine.

7. In a hydraulic system for actuation of an engine controlling device, such as a combustible mixture intake throttle, the combination with said throttle of means including a piston for actuation thereof, a cylinder housing said piston, heat responsive means for influencing the flow of fluid into said cylinder, said heat responsive means including a deflecting element whose deflection governs the flow of fluid from a crankshaft driven element of theengine to said cylinder, and means for causing such deflection to occur in response to temperature changes in the engine, said last named means including a receptacle containing said element and also containing an-expansible fluid whose upper surface receives the base of said element and acts upon said base to cause deflection of said element upon expansion of the fluid.

ROMEO M. NARDONE. 

